Engine-starting apparatus.



E. A. HALBLEIB. ENGINE STARTING APPARATUS. APPLICATION FILED NOV. 6,1911.

Patented Sept. 2, 1913. a SHEETS-SHEET 1. 7

CUT 0 OUT 54 B. A. HALBLEIB.

ENGINE STARTING APPARATUS.

APPLICATION FILED NOV. 6, 1911.

Patented Sept. 2, 1913.

3 SHBETS-SHEET 2.

120 A 86 I 83 v T a2 I41 I42 50 79 85 84 E. A. HALBLEIB. ENGINE STARTINGAPPARATUS.

APPLICATION FILED NOV. 6, 1911,

1 072,002. Patented Sept. 2, 1913. 3 SHEETS-SHEET 3 m Man-43nd,

I L g wibmqt MM UNITED STATES EATENT (names.

EDWARD A. HALBLEIB, OF ROCHESTER, NEW YORK, ASSIGNOR TO NORTH EAST ELEC-TRIO COMPANY, OF ROCHESTER, NEW YORK, A CORPORATION OF NEXV YORK.

ENGI NE-STARTING APPARATUS.

Specification of Letters Patent.

Serial No. 658,902.

To all whom. it may concern:

lle it known that I, EDWARD A. HALBLEIB, a citizen .of the UnitedStates, and resident of Rochester, in the county of Monroe and State ofNew York, have invented certain new and useful Improvements in Engine-Starting Apparatus, of which thefollowing is a specification.

This invention relates to apparatus for automatically starting aninternal-combustion engine, and it is particularly useful in connectionwith engines employed upon m0- tor-vehicles, although applicable, incertain of its features, to engines used in other connections.

One object of the invention is to produce apparatus of the kind inquestion so arranged and connected with. the engine that it may beconveniently mounted upon a motor-vehicle in a position where it willnot occupy valuable space within the interior of the vehicle or adjacentthe engine. To this end I have devised an arrangement. in which theapparatus, or the greater part thereof, is mounted upon, or carried by,a frame adapted to be placed transversely in front of the engine, and tobe supported upon the side frame-members of the vehicle, the mechanismupon this frame being connected with the forward end of the crank-shaftof the engine by any suitable form of'conncction. In conjunction withthis feature of the invention I preferably employ a particulararrangement of the parts of the mechanism which conduces to compactnessand etlicient. operation, and which constitutes a feature of theinvention hereinafter claimed.

Other objects of the invention, and the features of construction bywhich they are attained, will be set forth hereinafter in connectionwith the description of the illustrated embodiment of the invention.

In the accompanying drawings :-Figure 1 is a front-elevation ofengine-starting apparatus embodying the present invention, together witha portion of the front of a motor-vehicle upon which the apparatus ismounted; Fig. 2 is a diagram of the complete apparatus, showing theparts in op.- erat-ive position; Fig. 3 is a vertical section through apart of the apparatus, including the ,i earing, the ainpump and the.controlling-mechanism; Fig. 4 is a section on t line 4-4 in Fig. 3; Fig.5 is an end-view of the apparatus, looking from left to right in Fig. 3;Fig. (i is a section on the line G-6 in Fig. 3; Fig. 7 is a section onthe line 77 in Fig. 3', Fig. 8 is a partial section on the line 8-8 inFig. 3; and Fig. 9 is a partial plan-view, in section on the line 9-9 inFig. 8.

The invention is illustrated as embodied in apparatus of the generaltype set forth in my previous application filed October 9, 1911, SerialNo. 653,671, and accordingly some of the novel featuresof the apparatusare not herein claimed.

Referring first to Figs. 1 and 2, the illustratcd embodiment of theinvention is a self-contained apparatus in which nearly all of theworking parts are mounted upon a frame or base-plate which is carried bytransverse supports 12, and these supports are fixed, at their ends, tothe side framemembers 13 of the motor-vehicle, thus supportingthe weightof the apparatus entirely upon these frame-mcmlwrs. The apparatus isinclosed within a removable casing 11, and is supported at such a heightthat its mechanism may be connected, through the rear of the casing,with the forward end of the crank-shaft of the engine of the vehicle, ina manner which will be presently described. By this arrangement theapparatus is conveniently and acccssibly mounted in a posi tion in whichit does not obstruct the necessarily restricted space within the bodyof.

the"'vchicle and adjacent the engine and the accessory parts, and theapparatus may be readily applied to vehicles of various (lesigns withoutsubstantial modification either in the apparatus or in the vehicles.

The principal operative elements of the apparatus are shown in Fig. 2,where they are represented diagrammatically. An internal-combustionengine of ordinary form is illustrated, having four cylinders llprovided with pistons 15 which are connected. in the usual manner, withthe crank-shaft 18 of the engine. Each cylinder is shown as providedwith an inlet-valve '16 and an exhaust-valve 17.

The selector for introducing the motivetluid automatically into theengine-cylinders, in succession, at the proper time is illustrated ascomprising a casing 19 provided with four outlet-ports 20 Which'areconnected, respectively, through pipes 21,

Paton ted Sept. 2, 1913.

with the four cylinders. Within the casing 19 is a rotary valve-member22 supplied, at its center, with motive-fluid through a pipe 23. Therotary member 22 has aport 24' tail, nor shown the means for actuatingit,

as such devices are known in the art, and it will be understood that therotary member may be actuated,'in the usual manner, by connection witha'rotating part of the engine, such, for example, as the cam-shaft orhalf-time shaft, the arrangement being such that the port 24 registerswith each of the ports 20 as the piston in the corresponding cylinderreaches a position in which it is about to begin the down-stroke which,in its normal cycle of operations, constltutes the expansion-stroke inthat cylinder. This is shown in thediagram, where the selector is inposition to introduce motive-fluid into the right-hand cylinder, inwhich the piston is midway in its downward expansion-stroke, both theinlet-valve and the exhaust-valve being closed. The fpiston in thesecond cylinder is in the per ormance of its compression-stroke, Whilethe third and fourth pistons are in the performance of theirsuctionstroke and exhaust-stroke, respectively, as indicated by thepositions of the valves in the corresponding cylinders.

The selector is provided with -a passage 25 which constitutes anoutlet-port and bypass to relieve compression in the cylinder in whichthe piston is in the performance of the compression-stroke. As shown inFig. 2, the passage 25 is in such position that, while the rotivefluidis admitted, to the first or right-hand cylinder, free communication isafforded between the second and third cylinders, thus permitting air toescape from the second cylinder and enter the third cylinder. In thismanner the apparatus is relieved from the resistance which would beopposed to its action by compression in the second cylinder, thusfacilitating and rendering more certain the starting operation. Toprevent the flow of gas from the engine-cylinders through the pipes 21and the selector during the normal operation of the engine, shut-ofi'valves 67 are provided in these pipes, and these valves may all beactuated by a single manuallyoperahle member 68 located in convenientosition on the vehicle.

The flow of motive-fluid through the pipe 23 is controlled by a valve26, which is more particularly described hereinafter. Fig. 2 alsoillustrates a reservoir 27, of substantial capacity, introduced in thepipe-23, which serves to accumulate a certain amount of motive-fluidunder pressure, thus providing for the charging of each'cylinder morerapidly than could be accomplished by the di rect action of a pump. Thisarrangement is disclosed in my said application. This reservoir isparticularly useful where the apparatus is employed to start the engineby the action of inert motive-fluid, such as pure compressed air orother gas, operating upon the engine pistons merely through its elasticexpansion and without explosive action. In the most complete embodimentof my invention, however, I propose to employ motivefluid in the form ofa combustible mixture, and to this end Fig. 2 illustrates a reservoir 28containing gasolene, or other liquid fuel, and connected, through a'pipe29, with the valve 26 so as to suppl to the air introduce into theengine through the pipe 23, in a manner which will be hereinafterdescribed.

The motive-fluid is compressed and forced into the engine by anair-pump, and. the power .for actuating this pump is derived, as in myprevious application above referred to, from an electric machine adaptedto operate normally as a generator. As shown in Fig. 2, the generatorhas an armature 30 and two field-windings 31 and 32. It normallysuppliescurrent to charge a storagebattery 33, and also for any otherpurpose, such as the operation of electric lights, ignition apparatus,&c. upon the vehicle. In connectionwith the generator and the battery Iemploy a cut-out device 34 to prevent the return-flow of current fromthe battery through the generator when the latter is at rest. As suchdevices are well known, I have not particularly described theconstruction thereof, but have merely illustrated the device inconventional form.

The diagram also illustrates an automatic cut-out device forinterruptingthe charging operation when the battery is fully charged, this devicebeing illustrated conventionally as comprising a contact-finger 35cooperating with a fixed contact 36 and actuated by a magnetic core 37under the influence of a solenoid 38.

In the normal operation of the electric machine as a generator, when theengine is running, current flows from the armature, through wires 39 and40 and through the main field'winding 31, to the contact-devices 36 and35, and thence, through a wire 41, back to the armature. Current alsoflows from the wire 39 through the return-current cut-out 34, and,through a wire 44, to the field-winding 32. This field-winding is woundin opposition to the main field-winding 31, so that it actsautomatically, in a well-known manner, to limit the electro-motive forceof the generator and prevent unduly rapid charging of the battery. Fromthe opposition field-winding 32 the current flows, through a wire 45, tothe battery, and returns thencethrough wires 46 and 41 to combustiblevapor manually-operable means the armature of the generator.

connected with the wire 44, and thus with one pole of the battery, andthe wires 46 and 47 constitute main-conductors from which current may bedrawn for any required purpose, as. for example, to energize an electriclight 48.

' he starting-apparatus is connected with for throwing it into operationfrom any convenient point on the vehicle. able member of the valve 26 isprovided with an arm 51 pivoted to a connectingrod 52, of which thelower end is pivoted on a pin 53 projecting from a drum 54. A cable 55passes around the drum 54, and thence, between guide-pulleys 56, to andaround a second drum 57. An arm 58 is fixed to the drum .37, and, byswinging this arm, the drum may be turned through substantially half arotation, thus turning the drum A in either direction through somewhatmore than a half-rotation, as the drum 54 is of lt'.-.H diameter thanthe drum 57. In this manner the valve 26 may be actuated to throw theapparatus into operation. As it is necessary that the ignition-apparatusof the engine be in position for late or retarded ignition when thestarting-apparatus operates, the 1nanually-o erable mechanism justdescribed is prefera ly correlated with the controlling-means for theigniting-devices. As shown in Fig. 2, the lever 60, which is ordinarilyused to control the time of ignition, is fixed to a shaft 59-concentricwith the drum 57, and the arm 58 is provided with a lug 61 adapted toengage the lever 60. Accordingly, when the arm 58 is moved to heposition shown in Fig. to throw the stafling-apparatus into operation,the lug 61 operates to move the lever to a position to produce retardedignition, unless the. lever happens already to be in such position. Asthe lever 60 may be the ordinary spark-lever, such as is commonlyemployed upon motor-vehicles, I have not illustrated its connectionswith the ignition-apparatus of the engine.

\Vhen the starting-apymratus is thrown into operation it is necessary toshort-circuit the cut-out 34 to permit current to flow from the batterythrough the electric machine and cause the latter to operate as a nutor.To this end the drum 54 is provided with an insulated conluct-strip 62adapted to cooperate with two fixed contacts 63 and 64. \Vhen the drumis rotated to the position of Fig. 2 the contact-strip electricallyconnects the fixed contacts, and current can then flow from the batterythrough the wire 45, the field-winding 32, and the wire 44 to the fixedcontact 64, thence through the contact-strip 62 to the fixed contact 63,and thence, through the wire 39, to the generator, thus passing in ashunt or short-circuit A wire 47 i As shown in Fig. 2, the mov-.

around the device 34. A third fixed contact 65. is provided, and uponthe completion of the above-described movement of the drum 54 thecontact-strip 62 is brought into engagement with this third contact, andin this manner a short-circuit is provided around the oppositionfield-winding 32 through wires 66 and 44. This arrangement constitutesno part of the present invention, but is disclosed, together with theadvantage resulting therefrom, in my copending application filed October9, 1911, Serial No. 653,670.

The details of construction of the principal portions of thestartirig-apparatus, in the preferred einbodil'ncnt of the invention,are shown particularly in Figs. 3 to 9, inclusive. The base-plate 71,upon which the apparatus is mounted, is fixed, by means of screws 72, tothe supports 12, which are in the form of angle-bars, as shownparticularly in Figs. 6 and 7. The base-plate is provided with lugs 7 3upon which the outer casing 11 of the apparatus is removably mounted,spring-pressed hooks 74 of wellknown form being employed to secure thiscasing removably in place. The gearing by which the different portionsof the apparatus are connected is inclosed within an inner oil-tightcasing 7 5, of which the lower most'portion is formed integral with thebase-plate 71.

Midway of the base-plate a short shaft 76 is journaled in bearings fixedin the casing 75. and this shaft is so positioned that it issubstantially in alinement with the crankshaft of the engine. By meansof a coupling 77 of the well-known Oldham type the shaft 76 is connectedwith the engine-shaft so as to rotate always with the latter. A spiralgear 78 is fixed to the shaft 76, and it meshes with a spiral pinion-79which is keyed to a hollow shaft 80, hereinafter referred to as thecountershaft. This countershaft extends transversely with respect to theshaft 76 and the engineshaft, and constitutes a connection between theselatter shafts and the air-pump and the electric generator, which arelocated upon opposite sides of the shaft 76, thus securing a compact andsymmetrical arrangement of parts with respect to the center of thevehicle.

The countershaft 80 is journaled upon a solid concentric shaft 81,which. in turn, is mounted in ball-bearings 82 and 83 in the casing 75.The right-hand end of the shaft 81 is connected, by a coupling 85, withthe armature-shaft of the electric generator 'Sl. The left-hand end ofthe countenshaft is provided with an integral shell 86 constituting onemember of a one-direction clutch, of which the other member is formed byan enlargement 87 on the shaft 81. These clutch-members are connected byspringpressed friction-rollers 88 arranged, in a well-known manner, tocause the member 86,

when rotating in the direction of the arrow applied thereto in Fig. 7,to rotate the member 87. Accordingly, during the normal operation of theengine, power is transmitted from the engine through the shaft 76, thegears 78 and 79, to the countershaft 80, and thence, through the clutchjust described and the shaft 81, to the electric machine, causing thelatter to operate as a generator.

The air-pump is illustrated as having two cylinders 91, inclosingpistons 92 which are connected with an eccentric-strap 93 actuated by aneccentric 94. This eccentric is integral with a hollow shaft 95 which isjournaled upon a concentric rock-shaft 96. The shaft 95 is provided alsowith an integral gear 97 which is adapted to cooperate with a pinion 98fixed to the shaft 81. The gear and the pinion are not normally inengagement, but may be thrown into engagement, when thestarting-apparatus is to operate, through a partial rotation ,of the rocshaft 96. This rock-shaft has eccentric extremities 99 and 100 jburnaledin the casing 75, and by suitable connections with the drum 54 therock-shaft may be turned so that the eccentric movement of its largerportion raises the hollow shaft 95, and thus causes the gear 97 toengage the pinion 98. Upon such engagement power derived from theelectric machine, acting as a motor, through the shaft 81, may beemployed to actuate the air-pump.

Since the gear-teeth may not always be in a position to engage eachother immediately when the rock-shaft is turned, provision is made forlost motion in the mechanism until such engagement occurs. To this ehidthe drum 54 is not rigidly connected with the extremity 100 of therock-shaft, but is loosely journaled thereon, being fixed to aconcentric sleeve 106 provided, at its inner end, with an arm 107. Thisarm moves within a casing 101 which incloses a spiral spring 108. Oneend of this spring is fixed to the arm 107, and the other end is fixedto the rock-shaft, as shown particularly in Fig. 8. Accordingly, whenthedrum 54 is rotated it 'tends'to increase the torsion of the spring,and thus to rotate the rock-shaft. Movement in the opposite direction isrendered positive through the cooperation of a .pin 103,,fixed to thedrum 54, and a lug 102 fixed to the extremity 100 of the rock-shaft. Asecond lug 104 is fixed to the rock-shaft within th v casing 101, andthis lug cooperates with stop-lugs 105 upon the casing 75 to prevent theshaft from rotating too far in either direction.

The inlet-ports of the air-pump cylinders are not provided with valves,but are arranged to be covered and uncovered by the istons, being in theform of elongated openlngs 111 located in the sides of the cylinders,

as shown in Fig. 5. These ports communicate with passages 112 whichterminate just above a shallow receptacle 113. When the pump is used toforce combustible mixture into the engine, gasolene is discharged intothe receptacle 113, and the air is drawn over this gasolene through therestricted ends of the passages 112, thus vaporizing the gasolene. Thearrangement of the inletports just described not only simplifies theconstruction of the air-pump, but it also facilitates the vaporizationof the gasolene, since it causes the air to enter the pumpcylinderssuddenly, as a result of the vr uum produced by the descent of thepistons before the ports are uncovered, and the resulting rush of airover the gasolene is so violent as to pick it up and reduce it at onceto a fine spray or vapor. The outlet-ports of the air-pump cylinders arecontrolled by spring-pressed check-valves 114, and the compressedmotive-fluid is forced through pipes 115 connected with the casing 116of the air-valve 26. v

The valve is in the form of a conical plug, provided with a stem 118 towhich the arm 51 is fixed. This valve-member has inletopenings 122communicating, in all positions, with the pipes 115 so as to admit thecompressed air from the pump, and from these inlet-openings the airpasses. through an axial opening, to a radial outlet-port 123. Accordingto the position of the valve 20 this outlet-port may register eitherwith the pipe 23 before referred to, to direct the compressed air to'thedistributer, or with a pipe 124. This latter pipe constitutes an outletwhich may normally discharge into atmosphere, but which ma also beemployed to discharge compressed air from the uinp into sultableconnections for conduct-mg it to the tires of the motor-vehicle, thusperinitting the air-pump to be used as a tireinfiating device as well asfor starting the engine.

In Fig. 5 the valve 26 and its actuatingmechanism are shown in threepositions. The full lines show the parts in their nor mal position, inwhich the pump-actuating gearing is inoperative. Under these conditionsthe air-pump is motionless. By a partial rotation of the drum 54,through somewhat less than 180 degrees, the parts are moved to theposition shown in dotted lines 125. Here the positions of the connectingrod 52 and the pin 53 are changed, but the relation of the parts is suchthat the arm 51' and the valve 20, although having been moved during therotation of the drum, have returned again to their normal position, sothat the outletort 123 still registers with the pipe 124. Accordingly,the pump may now be actuated by power from the engine, and the air socompressed isdischar ed through the pipe 124. This is the position thatis,

towhich the parts are moved when it is desired to supply compressed airfor inflating the tires, or for any other purpose, by actuating theair-pump by power derived from the engine while the latter is running.

When the apparatus is to be used to start the engine the drum 54 ismoved to the limit,

so that the parts assume the position shown in dotted lines 126 in Fig.5. In this position the arm 51 and the valve 26 are rocked to the leftof the posit-ion of Figs. 4.- and 5, so that the outlet-port 123registers with the pipe 23 and admits the air through the distributerand into the engine. At this time the gasolene is also discharged intothe receptacle 113. For this purpose the valvemember 26 is provided witha transverse passage 129 which is adapted to register, in the positionof the valve last described, with a gasolene passage 128 in thevalve-casing, supplied through the pipe 29, as shown in Fig. 3. The flowof gasolcne is controlled by an adjustable needle-valve 19.7 by which itmay be regulated to produce a combustible mixture.

The valve-member 26 is held firmly against its seatby mcans of a coiledspring '130, which is inrlosed within a cap 131 cugaging a pin 120 fixedin the valve-stem 118.

The details of construction of the electric circuit-controller actuatedby the drum 5t are shown particularly in Figs. 8 and 9. Each of thefixed contact-members .63, 64 and 65 is in the form of a spring pressedplunger mounted in a binding-post 132, and the bindingposts are fixedto, but insulated from, the casing 101. On the inner surface of the drum54, at its periphery, is a plate of insulating material 133 upon whichis mounted the contact-strip 62, in position to enga e,,the ends of thecontact-devices when the drum is rotated to throw the startingapgaratusinto operation. The contacts 64 an 65 are so located that they are notongagedby thecontactstrip 62 when the drum is moved to the position 125in Fig. 5, as in this position the power of the engine is used toactuate the air-pump, and the electric machine operates still as agenerator. The further or final movement of the drum, however, bringsthe contact-strip successively into engagement with the contacts 64 and65 as above described.

In addition to forcing motive-fluid into the engine-cylinders theapparatus is an ranged to impart power directly to the engine-shaft forthe purpose of rotating the engine, as described in my endingapplication filed October. 9, 1911, erial No. 653,- 671. To this end thehollow shaft 95 is provided with an integral pinion 135, which isadapted to mesh with a gear 136 when the rocksh .ft 96 is turned tothrow the gearing into operative position. The ear 136 is provided witha hardened stee ring 137,

which constitutes a clutch-member adapted to coiiperate with the shell86 on the countershaft 80. Spring-pressed fricticirrollers 138,interposed between these parts, are arranged to cause the gear 136 torotate the shell 86 and the countershaft, and thus to rotate thecrank-shaft of the engine when the engine is not in operation. ikccordingly, when the air-pump is thrown into operation by power derivedfrom the electric machine, a portion of this power, acting through thereductiongearing comprising the pinion 98, the gear 97, the pinion 135and the gear 136, acts to rotate the engine slowly and thus to assistthe starting-operation. As soon as the engine starts to operate by itsown power, however, the one-direction clutchmechanism comprising thering 137,- the shell 66 and the friction-rollers 138, permits thecountershaft to be rotated by the engine at a speed greater than thatwith which the gear 136 is moving.

In the normal opcrat-ion of the engine the gear 136, being disengagedfrom the pinion 35, rotates idly at the same speed as the shell 86, sothat there is no friction between these parts, and accordingly it isunnecessary to provide any journal for the gear 136 other than thatprovided by the clutchmechanism itself. A thrust-bearing 1 10. however,is interposed between the gear 136 and the casing to sustain the thrustupon the countershaft produced by the spiral gears 16S and 139, in onedirection, and the opposite thrust is taken up by a thrust-bearing 1+9interposed between the pinion T9.

and the casing. An annular bearing 141 is also interposed between thecountershaft and the casing.

As occasions may arise when it is con venient to employ manual power instarting or moving the engine, the forward end of the shaft 76 isprovided with a toothed clutch-member 143 adapted to cot'iperate with alnanually-operable starting-crank of ordinary form, and to admit thiscrank the outer casing 11 is provided with an opening covered by aswinging door 144, as shown in Fig. 1.

Referring to Fig. 1, it will be apparent that the relative arrangement.of parts; of the mechanism hereinbefore described produccs a compact andsubstantially symmetrical structure capable of being mounted in theposition described without undue projection in any direction, and withthe weight of the parts symmetrically distributed. The pump-mechanism onone side of the central shaft 76 balances the generator 8-1 on the otherside, and this arrangement is permitted by the use of the countershaftconnected with the engine-shaft by spiral gearing, as hereinbeforedescribed. -In applying the starting-apparatus to an automobile, theangle-bars 12 are fixed to the side framemembers, which may beconveniently done as these frame-members are usually at a certainstandard distance apart in automobiles of vhrious makes as 'nowconstructed. The coupling 77, which is of the O'ldham type, is adaptedto accommodate itself to an slight inaccuracies in lining up the sha t76 with the engine shaft, and the flexible cables 55 are adapted to beled in any reap )aratus,of the engine.

- ing motive he. starting-apparatus hereinbefore described is adapted,without changes in its construct-ion, to operate in various ways. It

may be employed either to force combustible mixture into theengine-cylinders, or to start the engine by simp ycompressingair,utilizing the elastic expansion of the air withoutignition. The use of the caring for rotating the a 'ne shaft is a sooptional. By the remova of the gear 136 this function of the a paratusmay be omitted, thus relieving t e electric machine of a part of thework otherwise required of it, and this may be done, for exam 1e, in thecase of a sixcylinder engine, w ich.has.no position of dead-center andin which at least one of the pistons is always in a position favorablefor the starting-operation.

My invention is not limited to the embodiment thereof hereinbeforedescribed and illustrated in the accompanying drawings, but may beembodied in various other forms within the nature of the invention as itis defined in the succeeding claims.

I claim 1. Engine-starting apparatus for auto mobiles having, incombination, a transverse support ada ted to be carried, as its ends,upon the si e frame-members ofan automobile in front of the enginethereof, a rdt-ary member journaled at the middle of said support, inposition to aline with the engine-shaft, means for coupling the enneshaft and said member, a counters aft,

'journaled on said siipport,transverse to said rotary member androtatively connected therewith and an air-pump and an electric machineMed on opposite sides of the rotary member and operativei, connectedtherewith through the counter-shaft.

2. Engine-starting apparatus having, in combination a motor, a pump forsupply- -tiuid to the engine to be started, gtearing adapted to connectthe motor with t e engine and the pump to actuate them simultaneously,and a one-direction clutch interposed in said gearing and ada ted topermit the engine to overrun the motor and the pump after the engine hasstarted to operate.

3. Engine-starting apparatus having, in combination, a motor, a pump forsupplying motive-fluid to the engine to be started,

reductiongearing adapted to connect the motor with the engine and thepump to actuate them simultaneously, manually-operable means forthrowing said gearing into or out of operation, and a one-directionclutch interposed between. the engine and the gearing to permit theengine to overrun the gearing after the engine has started to operate.

4. Engine-starting apparatus having, in combination, a motor, anair-pump for su plying motive-fluid to the engine to started, afuel-valve for controlling the introduction of fuel to the air suppliedby said pump to the engine, gearing for connecting the motor with thepump, and manually-operable means for simultaneouslythr'owing saidcaring into operation and opening said va ve.

5. Engine-starting apparatus having, in combination, a motor, anair-pump 01- suppl ing motive-fluid to the englne to be started mea'nsfor introducing fuel into the air supplied to the engine by said. pump,gearing for connecting the "motor with the pump and the engine toactuate them simultaneously, and manuall -operable means for throwingthe motor, t e gearing, and the fuel-introducing means simultaneouslyinto operation.

6. Engine-starting apparatus having, in combination, a mwtor, anair-pump for su plyin motive-fluid to the en ine to e starte means forintroducing uel into the air supplied to the engine by said'pump,gearing for connecting the engine, the pump, and the motor, andmanually-operable controlling-means operable either to throw the gearinginto operation to permit the engine to actuate the pump, or to throw thegearing, the fuel-supplying means and the motor into operation to forcepmbua tible mixture into the engine to start the latter.

7. En 'ne-starting apparatus having, in combination, a motor, amotor-shaft connected therewith, a countershaft concentric with themotor-shaft and adapted turtle connectedwith the crank-shaft of theengine to be started, a gear concentric with the countershaft and themotor-shaft, reduction-gearing for connecting the motorshaft with saidgear, a pump connected with the reduction-gearing so as to be operatedthereby, means for throwing the redm tion-gearing into or out ofoperation, and one-direction clutches for connecting the counter shaftwith the motor-shaft and the gear, respectively.

- for drawing air through the fuel-receptacle and forcing the air intothe engine to be started, and means for actuating the pump;

the pump having a piston, and a cylinder provided with an inlet-portconnected with the fuel ieceptacle and located in position to becontrolled by the piston and to be un- 10 covered only near the end ofthe out-stroke of the piston.

EDWARD A. HALBLEIB.

Witnesses: FARNUM F. DORSEY, D. GURNEE.

Copies of this patent may be obtained for flire cents each, by addiesslng the "Commissioner of Patents,

Washington, D. C."

8 Engine-starting apparatus having, in the fuel-receptacle and locatedin pos ition combination, a fuel-receptacle, means for to be controlledby the piston and to be un- 0 v supplying liquid fuel thereto, anair-pump covered only near the end of the out-stroke for drawlng airthrough the fuel-receptacle of the piston.

and forcing the air into the engine to be EDWARD A. HALBLEIB.

started, and means for actuatingthe pump; Witnesses: the pump having apiston, and a cylinder FARNUM F. Dgnsny, provided with aninlet-port'eonnected with D. GURNEE.

copies at this patent may he obtained for live cents each, by addressingthe "Commissioner of Patents,

' Washington, D. 0."

It is hereby certified that in Letters Patent N 0. 1,072, 002, grantedSeptember 2, 1913-, upon the application of Edward A. Halbleib, ofRochester, New York, for an impre ement in Engine-Starting Apparatus, aneri'or appears in the printed specification l equiring correction asfollows Page 6, line 46 for the word as read at," and that the saidLetters Patent sheuld be read with this" correction therein that thesame may conform to the recerd of the case in the Patent Ofiice.

Signed and sealed this 30th day of September, D. 1913.

tsEAL] I R. FRAZIER, Acting Commissioner of Patents.

It is hereby certified that in Letters Patent No. 1,072,002, grantedSeptember 2, 1918, upon the application of Edward A. Halbleih, ofRochester, New York, for an improvement in Engine-Starting Apparatus, anerror appears in the printed specification requiring correction asfollows:. Page 6, line 46, for the word as read at; and that the saidLetters Patent should be read with this correction therein that the samemay conform to the record of the case in the Patent Oflice.

Signed and sealed this 30th day of September, A. D., 1913.

R. T. FRAZIER, Acting Commissioner of Patents.

[SEAL]

